WO2022034740A1 - Dispositif de commande électronique embarqué et procédé de commande d'équipement embarqué - Google Patents

Dispositif de commande électronique embarqué et procédé de commande d'équipement embarqué Download PDF

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Publication number
WO2022034740A1
WO2022034740A1 PCT/JP2021/023004 JP2021023004W WO2022034740A1 WO 2022034740 A1 WO2022034740 A1 WO 2022034740A1 JP 2021023004 W JP2021023004 W JP 2021023004W WO 2022034740 A1 WO2022034740 A1 WO 2022034740A1
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WIPO (PCT)
Prior art keywords
circuit
vehicle
relay
control device
electronic control
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Application number
PCT/JP2021/023004
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English (en)
Japanese (ja)
Inventor
隆介 佐原
吉孝 徳永
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日立Astemo株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日立Astemo株式会社 filed Critical 日立Astemo株式会社
Priority to DE112021002746.8T priority Critical patent/DE112021002746T5/de
Priority to CN202180047413.3A priority patent/CN115867463A/zh
Priority to JP2022542589A priority patent/JP7492586B2/ja
Priority to US18/014,350 priority patent/US20230256960A1/en
Publication of WO2022034740A1 publication Critical patent/WO2022034740A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/085—Taking automatic action to adjust vehicle attitude in preparation for collision, e.g. braking for nose dropping
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
    • H01H47/00—Circuit arrangements not adapted to a particular application of the relay and designed to obtain desired operating characteristics or to provide energising current
    • H01H47/002—Monitoring or fail-safe circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means

Definitions

  • the present invention relates to an in-vehicle electronic control device and an in-vehicle device control method.
  • HEV Hybrid Electric Vehicles
  • an engine ECU engine control module, ECM
  • HEVC HEV controller
  • HEVC High voltage relay
  • control is performed to shut off the high-power relay when a failure or malfunction of various functions occurs.
  • a collision occurs and the high-voltage battery wiring is damaged and comes into contact with the vehicle body, it is required to be able to reliably shut off the high-voltage relay in order to prevent electric shock of the occupants in the vehicle.
  • the ECM is generally placed in the engine room, the HEVC is placed in the vehicle interior, and the high-voltage battery is generally placed in the lower part of the vehicle (for example, the lower part of the front seat). Therefore, the path for controlling the high-voltage battery from HEVC and HEVC is far from the front of the vehicle, which has a high risk of damage in the event of a collision, so it is not necessary to consider the risk of harness damage.
  • engine control also plays an important role, so it is desirable to install it in the engine room in terms of the system configuration.
  • the harness part that controls the high-power relay from the ECU may be damaged in the event of a vehicle collision. For example, if a power short-circuit occurs, even if the output of the relay driver is stopped, the high-power relay is used in the conventional configuration. There is a concern that it cannot be blocked.
  • Patent Document 1 the control harness of the main relay and the power feeding harness are arranged outside the vehicle interior in close proximity to the same problem that the main relay is stuck on due to the damage of the control harness of the main relay when the vehicle is damaged.
  • a technique for preventing the relay from sticking on is described by making sure that both wirings are damaged at the same time.
  • Patent Document 1 is a technique for preventing the relay from sticking on by making a plurality of wirings damaged at the same time when the harness is damaged due to a collision, but the degree of damage varies. It cannot be said that there is a possibility that only a part of the multiple wirings will be damaged. Also, assuming that the integrated control unit itself is placed in the engine room, not only the high-power relay control harness but also various signals, power supplies, and harnesses for GND exist, especially in the vicinity of the connector, so in the event of a collision. , There is a possibility that these and the high electric relay control harness will be short-circuited. Further, in order to arrange the control harness of the main relay and the power feeding harness close to each other outside the vehicle interior, it is necessary to study the arrangement position including the layout of the vehicle.
  • the relay does not stick on even when the output harness of the relay control driver is short-circuited to another signal harness or the power supply / GND line in the event of an abnormality such as a vehicle collision. ..
  • a relay control driver circuit for on / off control of a relay for connecting / disconnecting wiring from a battery mounted on a vehicle. It is an in-vehicle electronic control device that has a switch circuit for drawing current connected to the output section of the relay control driver circuit, and when an abnormality occurs in the vehicle, the switch circuit is activated from the output section. It is equipped with a control circuit that draws current and does not turn on the relay.
  • the relay when an abnormality occurs in a vehicle, the relay is turned on even if a problem occurs in which the harness to which the output of the relay control driver circuit is transmitted is short-circuited with another signal harness, power supply line, or the like. It is possible to maintain a state where it does not become. Therefore, when an abnormality occurs in the vehicle, the energization from the battery mounted on the vehicle can be reliably cut off. Issues, configurations and effects other than those described above will be clarified by the following description of the embodiments.
  • FIG. 1 shows a configuration of an in-vehicle electronic control device 10 according to an example of the present embodiment and a high-voltage battery pack 20 controlled by the in-vehicle electronic control device 10.
  • the in-vehicle electronic control device 10 and the high-voltage battery pack 20 are mounted on the vehicle.
  • the vehicle here is, for example, an HEV equipped with both an engine and a motor as a driving source for traveling.
  • the in-vehicle electronic control device 10 is installed in the engine room 1 of the vehicle, and the high voltage battery pack 20 is installed in the vehicle interior 2 of the vehicle.
  • the in-vehicle electronic control device 10 and the high-voltage battery pack 20 are connected by control signal harnesses 111 and 112.
  • the high voltage battery pack 20 has an output voltage of, for example, 100 V or more, and the positive electrode (+) and the negative electrode (-) of the battery cell 200 in the high voltage battery pack 20 are high voltage lines via the high voltage relays 201 and 202. It is connected to (+) 211 and high voltage line ( ⁇ ) 212.
  • the high-voltage relays 201 and 202 are switches for connecting and disconnecting the battery cell 200 and the high-voltage lines 211 and 212, and the connection and disconnection are controlled by the in-vehicle electronic control device 10.
  • the high voltage line (+) 211 and the high voltage line ( ⁇ ) 212 are connected to a DCDC converter (not shown), a motor for traveling, and a generator for power generation.
  • the high-voltage battery pack 20 generally has a precharge line for precharging the high-voltage line (+) 211 and a connection relay, but the illustration is omitted here for the sake of simplicity.
  • the in-vehicle electronic control device 10 includes a microcomputer (hereinafter referred to as a microcomputer) 100, control output drivers 101 and 102, and a control circuit 103.
  • the control output drivers 101 and 102 are N-channel field effect transistors that control the high-power relays 201 and 202.
  • a + side power supply is supplied to the drains of the control output drivers 101 and 102 from a 12V battery (not shown) via a relay 131.
  • the relay 131 is for fail-safe, and connection and disconnection are controlled by the output of the driver 132 in the in-vehicle electronic control device 10.
  • each control output driver 101, 102 is connected to one end of the control signal harness 111, 112 via the driver output terminals OUTP, OUTN.
  • the other ends of the control signal harnesses 111 and 112 are connected to the control terminals of the high electric relays 201 and 202.
  • the connection and disconnection by the high electric relays 201 and 202 are controlled by the outputs of the drivers 101 and 102 for each control output.
  • the control circuit 103 is a circuit that controls the high electric relays 201 and 202, and controls the voltage of the gate signal 114 and the like based on the instruction from the microcomputer 100.
  • the gate signal 114 output from the control circuit 103 is supplied to the gates of the control output drivers 101 and 102.
  • Zener diode 104 One end of the Zener diode 104 is connected between the source of each of the control output drivers 101 and 102 and the driver output terminals OUTP and OUTN. The other end of the Zener diode 104 is connected to the ground potential portion via the diode 105.
  • the Zener diode 104 and the diode 105 By connecting the Zener diode 104 and the diode 105 to the driver output terminals OUTP and OUTN in this way, the control output drivers 101 and 102 can be appropriately protected. That is, after turning off the control output drivers 101 and 102, the Zener diode 104 and the diode 105 break down between the drain and the source of the control output drivers 101 and 102 due to the counter electromotive voltage due to the inductance of the high electric relays 201 and 202. Can protect you from doing so.
  • a switching element such as a field effect transistor having an active clamping function.
  • An external signal 113 as a vehicle abnormality detection signal is supplied to the vehicle-mounted electronic control device 10.
  • the external signal 113 is a signal for notifying that a collision has occurred in the vehicle.
  • the external signal 113 is supplied to the in-vehicle electronic control device 10 from an airbag controller (not shown) installed in the vehicle.
  • the external signal 113 will be referred to as a collision notification signal 113.
  • the collision notification signal 113 is supplied to the microcomputer 100 and the control circuit 103 via the logic circuit 133. Further, the collision notification signal 113 is also supplied to the control circuit 125, which will be described later, via the logic circuit 133.
  • the microcomputer 100 When the microcomputer 100 detects an abnormality by the collision notification signal 113, the microcomputer 100 controls the driver 132 and disconnects the fail-safe relay 131 to cut the power supply to the control output drivers 101 and 102. I do. As a result, when an abnormality occurs, the high electric relays 201 and 202 are disconnected. The fail-safe relay 131 may be omitted. In this case, when the microcomputer 100 detects an abnormality by the collision notification signal 113, the control circuit 103 directly controls the control output drivers 101 and 102 to disconnect the high electric relays 201 and 202.
  • a series circuit of the backflow prevention circuit 123 and the switch circuit 121 is connected to the source of the control output driver 101, and the source of the control output driver 102 is used.
  • a series circuit of the backflow prevention circuit 124 and the switch circuit 122 is connected.
  • the backflow prevention circuits 123 and 124 and the switch circuits 121 and 122 are each composed of N-channel field effect transistors.
  • the source of the control output driver 101 is connected to the source of the field effect transistor as the backflow prevention circuit 123, and the drain of the field effect transistor as the backflow prevention circuit 123 becomes the drain of the field effect transistor as the switch circuit 121. Be connected. Further, the source of the field effect transistor as the switch circuit 121 is connected to the ground potential portion.
  • the source of the control output driver 102 is connected to the source of the field effect transistor as the backflow prevention circuit 124, and the drain of the field effect transistor as the backflow prevention circuit 124 is the drain of the field effect transistor as the switch circuit 122. Connected to. Then, the source of the field effect transistor as the switch circuit 122 is connected to the ground potential portion.
  • These backflow prevention circuits 123, 124 and switch circuits 121, 122 are controlled by a gate signal from the control circuit 125.
  • the control circuit 125 detects an abnormality by the collision notification signal 113, the control circuit 125 outputs a gate signal to operate the backflow prevention circuits 123 and 124 and the switch circuits 121 and 122.
  • the control circuit 125 operates the backflow prevention circuits 123 and 124 and the switch circuits 121 and 122 according to the instruction from the microcomputer 100.
  • the control circuit 125 When the microcomputer 100 receives the collision notification signal 113, the control circuit 125 operates the backflow prevention circuits 123, 124 and the switch circuits 121, 122 by the collision notification signal 113, and the control circuit 103 controls the output driver 101. It is set slightly after the timing at which 102 is turned off. That is, it is necessary to provide a slight time difference between the timing of operating the backflow prevention circuits 123 and 124 and the switch circuits 121 and 122 and the timing of turning off the control output drivers 101 and 102.
  • an N-channel field-effect transistor is used as the backflow prevention circuits 123 and 124
  • a diode element may be used instead of the N-channel field-effect transistor.
  • FIG. 2 is a timing chart showing a control example of the high electric relay 201 by the in-vehicle electronic control device 10. Although FIG. 2 shows the control state of one high-power relay 201, the other high-power relay 202 can be similarly described as the same control state.
  • the collision notification signal 113 shown in the first stage of FIG. 2 is normally at a low level, and becomes a high level after the timing at which the collision is detected.
  • the gate signal 114 shown in the second stage of FIG. 2 is the gate signal 114 of the control output driver 101 output by the control circuit 103.
  • the gate signal 114 changes from a low level to a high level at time t1, and the control output driver 101 is turned on.
  • the control output driver 101 when the control output driver 101 is turned on, the output voltage of the driver output terminal OUTP rises, and the coil current of the high electric relay 201 starts to flow.
  • the coil current of the high-power relay 201 shown in the seventh stage of FIG. 2 starts to flow at time t1 and exceeds the relay-on threshold current I_close at time t2. Therefore, as shown in the eighth stage of FIG. 2, the state of the high electric relay 201 changes from the disconnected state to the connected state at time t2.
  • the high-voltage battery pack 20 is connected to a DCDC converter or the like, and the motor is driven using the power supply from the high-voltage battery pack 20. To. Further, the high voltage battery pack 20 is charged with power generated by the generator.
  • the gate signal of the backflow prevention circuit 123 and the gate signal of the switch circuit 121 are both at low level, and the backflow prevention circuit 123 and the switch circuit 121 are in the off state.
  • FIG. 2 shows a state in which the occurrence of a collision is notified at time t4.
  • the control circuit 103 changes the gate signal 114 shown in the second stage of FIG. 2 to a low level at time t5.
  • the control output driver 101 is turned off, and the current from the control output driver 101 is cut off.
  • the back electromotive force due to the inductance of the high electric relay 201 lowers the OUTP voltage in the sixth stage of FIG.
  • the OUTP voltage is clamped by the Zener diode 104 and the diode 105, and the OUTP voltage converges to the ground potential (GND) as the coil current decreases while the drain-source voltage of the control output driver 101 is protected.
  • GND ground potential
  • the backflow prevention circuit 123 is not provided, even if the switch circuit 121 is turned off, the ground potential (grounding potential) before the voltage is reduced to the voltage clamped by the Zener diode 104 and the diode 105 by the back electromotive force. It will flow from GND) to the high electric relay 201 via the body diode of the switch circuit 121. Therefore, the OUTP voltage drops only to a voltage of about the forward voltage of the body diode, and the coil current decrease time becomes long, so that the time until the high electric relay 201 reaches the relay off threshold current I_open becomes long. In addition, there is a risk of heat generation and element destruction due to continuous current flowing through the body diode. Therefore, it is preferable to connect the backflow prevention circuits 123 and 124 to the switch circuits 121 and 122, respectively.
  • the control circuit 125 turns on the switch circuit 121 and the backflow prevention circuit 123 at a time t7 after a certain time after the collision notification signal 113 changes to a high level.
  • the time difference between the time t5 for turning off the control output driver 101 and the time t7 for turning on the switch circuit 121 and the backflow prevention circuit 123 is too short, the control output driver 101 and the switch circuit 121 are turned on at the same time. There is a possibility that it will end up. Then, since a penetrating current from the power supply to the ground potential (GND) may be generated, it is necessary to set a time difference between the time t5 and the time t7 so that the penetrating current does not occur.
  • GND ground potential
  • the switch circuit 121 and the backflow prevention circuit 123 By turning on the switch circuit 121 and the backflow prevention circuit 123, the current due to the inductance of the high electric relay 201 flows through these switch circuits 121 and the backflow prevention circuit 123 instead of the Zener diode 104 and the diode 105. Become. If it is desired to quickly consume the current energy due to the inductance in the clamping operation by the Zener diode 104 and the diode 105, the switch circuit 121 and the backflow prevention circuit 123 should be turned on after the clamping operation by the clamping diode is sufficiently performed. It is necessary to design the timing properly.
  • the switch circuit 121 when the switch circuit 121 is turned on, the current from the short portion flows as the current of the switch circuit 121. Therefore, as shown in FIG. 2, the OUTP voltage does not rise, the current flowing through the coil of the high power relay 201 is reduced, and the high power relay 201 can be prevented from being turned on. As a result, even if the harness is short-circuited at the time of a collision, the high-voltage battery pack 20 and the high-voltage lines 211 and 212 are surely disconnected.
  • FIG. 3 is a circuit diagram in which a portion of a path connected to the control signal harness 111 shown in FIG. 1 is extracted.
  • the occurrence of the harness short circuit at time t8 in FIG. 2 means an abnormal state in which the external damaged power supply system harness 151 comes into contact with the harness 111 in the path shown in FIG.
  • FIG. 4 is a diagram in which the circuit configuration shown in FIG. 3 is converted into an equivalent circuit.
  • the state in which the field-effect transistor constituting the switch circuit 121 and the backflow prevention circuit 123 in FIG. 3 is turned on can be considered as the resistance Rb shown in FIG. 4 in which the on-resistance component is synthesized in a direct current manner.
  • the coil of the high electric relay 201 of FIG. 3 is in a state where the current is constant in terms of direct current, and can be considered as the resistance Rr of FIG.
  • the resistance Rs is set in FIG. 4, assuming the contact resistance and the load passing from the power supply.
  • the battery power supply is connected upstream of the resistors Rs. Then, by selecting the characteristics of each element so that the current Ir flowing through the resistor Rr is equal to or less than I_open shown in FIG. 2, it is possible to prevent the high electric relay 201 from being turned on.
  • the resistance Rr is determined by the specifications of the high electric relay 201, but for the resistance Rs, it is necessary to assume the resistance component of the harness which may be a contact resistance or a short circuit.
  • FIG. 5 shows the configuration of the vehicle-mounted electronic control device 10 according to the embodiment of the present embodiment.
  • the in-vehicle electronic control device 10 shown in FIG. 5 is provided with the control output drivers 101 and 102, and the connection and disconnection of the high electric relays 201 and 202 are controlled by the outputs of the respective control output drivers 101 and 102.
  • the in-vehicle electronic control device 10 shown in FIG. 5 is different in that it is shared as one switch circuit 126 instead of the two switch circuits 121 and 122 shown in FIG. That is, in the in-vehicle electronic control device 10 shown in FIG. 5, one switch circuit 126 is connected to the sources of the respective control output drivers 101 and 102 via the backflow prevention circuits 123 and 124.
  • the switch circuit 126 an N-channel field effect transistor is used as shown in FIG. Specifically, the drain of the field effect transistor constituting the switch circuit 126 is commonly connected to the drain of the two field effect transistors constituting the backflow prevention circuits 123 and 124. The source of the field effect transistor constituting the switch circuit 126 is connected to the ground potential portion. In FIG. 5, the signal obtained at the connection point between the backflow prevention circuits 123 and 124 and the switch circuit 126 is shown as an internal signal 115.
  • a gate signal is supplied from the control circuit 125 to the gate of the field effect transistor which is the switch circuit 126, and the control circuit 125 controls the on / off of the switch circuit 126.
  • Other configurations of the vehicle-mounted electronic control device 10 shown in FIG. 5 are the same as those of the vehicle-mounted electronic control device 10 shown in FIG. Further, the timing at which the control circuit 125 controls the switch circuit 126 is also the same as the timing at which the control circuit 125 of the in-vehicle electronic control device 10 shown in FIG. 1 controls the switch circuits 121 and 122.
  • the backflow prevention circuits 123 and 124 When the backflow prevention circuits 123 and 124 are turned off, for example, when the control output driver 102 is off and the control output driver 101 is on, the driver output terminal OUTP rises to the battery power supply voltage. When the driver output terminal OUTP rises to the power supply voltage, the internal signal 115 rises to near the battery voltage via the body diode of the element as the backflow prevention circuit 123. However, due to the backflow prevention circuit 124, this voltage does not propagate to the OUTN output.
  • the OUTP output and the OUTN output are turned on at the same time, the voltage on the higher side of the OUTP output and the OUTN output is propagated to the internal signal 115 via the body diode of the element as the backflow prevention circuits 123 and 124, respectively. However, its effect does not affect the output of the other.
  • the switch circuit 126 Even if the switch circuit 126 is shared, the OUTP output and the OUTN output are provided with the backflow prevention circuits 123 and 124, respectively, so that each operation does not affect the other during normal operation. It becomes possible to.
  • the common switch circuit 126 When the common switch circuit 126 is turned on, it is a condition that both the control output drivers 101 and 102 are turned off, but there is no problem in the operation at the timing described with reference to FIG. That is, when the collision notification signal 113 is transmitted to the microcomputer 100, the control output drivers 101 and 102 are turned off, and then the switch circuit 126 is turned on. Then, the on-stick prevention of the high-power relays 201 and 202 when the harness is short-circuited functions properly.
  • the output unit of the in-vehicle electronic control device 10 has two outputs, an OUTP output and an OUTN output.
  • the in-vehicle electronic control device 10 can increase the number of common output units such as precharge output.
  • the in-vehicle electronic control device 10 of the embodiment of the present embodiment is configured to provide the common switch circuit 126, so that the manufacturing cost of the device can be reduced and the elements mounted on the device can be reduced. The area can be reduced and it becomes possible to contribute to the miniaturization of the device.
  • FIG. 6 shows the configuration of the vehicle-mounted electronic control device 10 according to the embodiment of the present embodiment.
  • the in-vehicle electronic control device 10 shown in FIG. 6 includes control output drivers 101 and 102, and the connection and disconnection of the high electric relays 201 and 202 are controlled by the outputs of the control output drivers 101 and 102. Further, the in-vehicle electronic control device 10 shown in FIG. 6 includes switch circuits 121 and 122 and backflow prevention circuits 123 and 124, and causes current to flow from the OUTP output and the OUTN output in the event of an abnormality.
  • the above configuration is the same as that of the in-vehicle electronic control device 10 shown in FIG.
  • the in-vehicle electronic control device 10 shown in FIG. 6 differs from the in-vehicle electronic control device 10 shown in FIG. 1 in that it includes a disconnection / short circuit detection circuit 127 as a circuit for detecting an abnormality.
  • the disconnection / short circuit detection circuit 127 detects that the state of the OUTP output and the OUTN output is a ceiling fault or a ground fault.
  • the disconnection / short circuit detection circuit 127 supplies a detection signal to the microcomputer 100 when it detects that either the OUTP output or the OUTN output is a disconnection or a short circuit.
  • the switch circuits 121 and 122 and the backflow prevention circuits 123 and 124 are turned on.
  • the disconnection / short circuit detection circuit 127 is in the normal state and the ground fault. It becomes difficult to make a distinction. However, in the case of a ground fault, the high electric relays 201 and 202 are stuck off, so that it is not fatal in terms of safety that the normal state and the ground fault cannot be distinguished.
  • the disconnection / short circuit detection circuit 127 detects the disconnection, the outputs of the control output drivers 101 and 102 cannot deal with the disconnection, so that the switch circuits 121 and 122 and the backflow prevention circuits 123 and 124 remain off. .. Further, when the disconnection / short circuit detection circuit 127 detects a heavenly fault, the switch of the system is switched with the control output driver 101 or 102 of the output unit (OUTP output or OUTN output) that has detected the heavenly fault turned off. By turning off the circuit 121 or 122 and the backflow prevention circuit 123 or 124, the current can be drawn out and the high electric relay can be prevented from sticking on.
  • the control at the time of receiving the collision notification signal 113 from the outside described in the first embodiment may be further performed.
  • FIG. 7 shows the configuration of the vehicle-mounted electronic control device 10 according to the embodiment of the present embodiment.
  • FIG. 7 shows only the parts that are characteristic of the vehicle-mounted electronic control device 10 according to the embodiment of the present embodiment, and the parts that are not shown in the vehicle-mounted electronic control device 10 are the vehicle-mounted electronic control devices 10 shown in FIG. It is configured in the same way as.
  • the in-vehicle electronic control device 10 shown in FIG. 7 is provided with a switch circuit 121, 122 and a diagnostic circuit 141 of the backflow prevention circuits 123, 124.
  • the diagnostic circuit 141 includes a diagnostic current source 128 and a voltage monitor circuit 129. These diagnostic current sources 128 and the voltage monitor circuit 129 are connected to a signal line 116 that connects the backflow prevention circuit 123 and the switch circuit 121.
  • the control circuit 103 (FIG. 1) first turns off both the backflow prevention circuit 123 and the switch circuit 121, and transfers the current from the diagnostic current source 128 to the signal line 116. Shed.
  • both the backflow prevention circuit 123 and the switch circuit 121 are normal, there is no path through which current flows from the signal line 116, and the voltage value corresponding to the diagnostic current source 128 is detected by the voltage monitor circuit 129.
  • the control circuit 103 turns on both the backflow prevention circuit 123 and the switch circuit 121, the current from the diagnostic current source 128 is passed through the signal line 116, and the voltage of the signal line 116 is transmitted by the voltage monitor circuit 129. To detect. The voltage detected in the on state changes from the voltage in the off state. Therefore, the diagnostic circuit 141 can confirm that the backflow prevention circuit 123 and the switch circuit 121 operate normally in the voltage monitor circuit 129.
  • the diagnosis by the diagnostic circuit 141 is performed, for example, when the in-vehicle electronic control device 10 is activated or when the output is turned off.
  • the diagnostic circuit 141 shown in FIG. 7 has a configuration for diagnosing one switch circuit 121 and the backflow prevention circuit 123, but the diagnostic circuit 141 has a backflow prevention with the other switch circuit 122 (not shown in FIG. 7).
  • the circuit 124 can also be diagnosed with the same configuration.
  • the switch circuits 121 and 122 and the backflow prevention circuits 123 and 124 included in the in-vehicle electronic control device 10 are circuits that do not normally need to be operated, but on the other hand, for safety reasons, they are sure to occur when an abnormality occurs. It is required to operate.
  • the diagnostic circuit 141 and performing the diagnosis at the time of starting or when the output is turned off it becomes possible to confirm that the protection function works effectively at the time of abnormality.
  • the present invention is not limited to the above-described embodiments, but includes various modifications.
  • the above-described embodiment has been described in detail in order to explain the present invention in an easy-to-understand manner, and is not necessarily limited to the one including all the described configurations.
  • the configuration of the second embodiment shown in FIG. 5 and the configuration of the third embodiment shown in FIG. 6 may be combined, or the configuration of the second embodiment shown in FIG. 5 may be combined.
  • the configurations of the respective embodiments may be appropriately combined, for example, the configurations of the fourth embodiment shown in FIG. 7 may be combined.
  • a high-side driver is used to control the high-voltage relay to which the ground potential section is connected.
  • the in-vehicle electronic control device 10 is installed in the engine room 1 and the high voltage battery 20 is installed in the vehicle interior, and other arrangements may be used.
  • the high voltage battery 20 has an output voltage of 100 V or more in the above-described embodiment, but if the voltage is higher than that of a normal in-vehicle battery (12 V or the like), a battery having another output voltage such as 48 V or the like is used. May be used.
  • the signal lines and control lines show only those considered necessary for explanation, and do not necessarily show all the control lines and information lines in the product. In practice, it can be considered that almost all configurations are interconnected.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Direct Current Feeding And Distribution (AREA)
  • Emergency Protection Circuit Devices (AREA)

Abstract

La présente invention est appliquée à un dispositif de commande électronique embarqué comportant un circuit d'attaque de commande de relais pour la commande marche/arrêt d'un relais destiné à connecter/déconnecter un câblage d'une batterie. La présente invention comprend : un circuit de commutation connecté à une unité de sortie du circuit d'attaque de commande de relais et destiné à appeler un courant; et un circuit de commande destiné, lorsqu'une anomalie s'est produite dans le véhicule, à actionner le circuit de commutation pour appeler le courant à partir de l'unité de sortie, et ne permet pas au relais de se mettre en marche. Du fait de cette configuration, l'apparition d'un blocage du relais dans un état de marche n'est pas autorisée, même lorsqu'un faisceau de conducteurs de sortie du circuit d'attaque de commande de relais court-circuite avec un autre faisceau de conducteurs de signaux ou avec la ligne de source d'alimentation/terre.
PCT/JP2021/023004 2020-08-11 2021-06-17 Dispositif de commande électronique embarqué et procédé de commande d'équipement embarqué WO2022034740A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
DE112021002746.8T DE112021002746T5 (de) 2020-08-11 2021-06-17 Bordeigener elektronik-controller und verfahren zur steuerung von bordeigenen einrichtungen
CN202180047413.3A CN115867463A (zh) 2020-08-11 2021-06-17 车载用电子控制装置和车载设备控制方法
JP2022542589A JP7492586B2 (ja) 2020-08-11 2021-06-17 車載用電子制御装置及び車載機器制御方法
US18/014,350 US20230256960A1 (en) 2020-08-11 2021-06-17 On-Board Electronic Controller and On-Board Device Control Method

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JPH10313533A (ja) * 1997-05-08 1998-11-24 Harness Sogo Gijutsu Kenkyusho:Kk 電力供給回路
JP2004144000A (ja) * 2002-10-23 2004-05-20 Anden スタータリレー駆動回路
JP2006103629A (ja) * 2004-10-08 2006-04-20 Toyota Motor Corp 車両用電源装置
JP2015133298A (ja) * 2014-01-15 2015-07-23 三菱電機株式会社 車載用リレー駆動回路および車載機器

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JP5991021B2 (ja) 2012-05-18 2016-09-14 マツダ株式会社 ハーネスの配設構造

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Publication number Priority date Publication date Assignee Title
JPH10313533A (ja) * 1997-05-08 1998-11-24 Harness Sogo Gijutsu Kenkyusho:Kk 電力供給回路
JP2004144000A (ja) * 2002-10-23 2004-05-20 Anden スタータリレー駆動回路
JP2006103629A (ja) * 2004-10-08 2006-04-20 Toyota Motor Corp 車両用電源装置
JP2015133298A (ja) * 2014-01-15 2015-07-23 三菱電機株式会社 車載用リレー駆動回路および車載機器

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